Personal transport device

ABSTRACT

A skateboard comprising an elongate body extending between a front end and a rear end, the front and rear end of the body each being positioned at a height h b . In addition, the skateboard comprises a front coupling member pivotally coupled to the front end of the body. Further, the skateboard comprises a front wheel rotatably coupled to the front coupling member. The front wheel having an axis of rotation disposed at a height h f  above the ground, wherein height h f  is greater than height h b . Still further, the skateboard comprises a rear coupling member pivotally coupled to the rear end of the body. Moreover, the skateboard comprises a rear wheel rotatably coupled to rear coupling member. The at least one rear wheel having an axis of rotation disposed at a height h r  above the ground, wherein height h r  is greater than height h b .

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit under 35 U.S.C. § 119(e) of U.S. Provisional Patent Application No. 60/977,919, filed Oct. 5, 2007, and entitled “Personal Transport Device,” which is hereby incorporated herein by reference in its entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

BACKGROUND

1. Field of the Invention

The invention relates generally to apparatus and methods for personal transportation. More particularly, the invention relates to a skateboard.

2. Background of the Invention

Skateboards have been used for many years as personal transportation and/or recreational devices. Most conventional skateboards include a flat wooden deck, two trucks mounted to the underside of the deck, and a pair of wheels mounted to hangers extending from each truck.

To propel the skateboard, the user typically places one foot on the deck, and uses the other foot to push against the ground. To turn the board, the user usually places both feet on the board and then exerts a portion of his/her weight on the side or edge of the board that faces the direction of desired turning. For instance, to turn left, the user would exert a portion of his/her weight on the left side of the board. The downward force exerted on the one side of the board compresses a bushing in the trucks that results in the slight pivoting of the wheels relative to the board, thereby enabling turning. In general, the greater the force exerted on the side of the deck, the sharper the turn and smaller the turning radius. Thus, in many cases, a relatively sharp, quick turn requires a substantial portion of the user's weight to be exerted on the side of the deck, often necessitating both feet be positioned on the deck. However, with both feet positioned on the board, the user is unable to push against the ground to continue propelling the board. In other words, in many cases, the user must choose between propelling the board by pushing against the ground with a foot or turning the board by standing on the deck with both feet, but not both simultaneously.

Many conventional skateboards have a relatively small diameter wheels, typically between one and three inches in diameter, and are often made of a relatively hard rubber material. Due to their relatively small diameter, conventional skateboard wheels tend to be susceptible jamming should they roll into a stone or other small object. Should a wheel suddenly jam or stop rotating, the deck may abruptly stop, potentially resulting in injury to the user. Further, hard durometer rubber wheels typically result in a rough ride, particularly, over slightly uneven terrain. Moreover, most conventional skateboard wheels are positioned between the deck and the ground, and do not extend beyond the outer perimeter of the deck. Therefore, the distance between the two wheels mounted to a given truck tends to be relatively short, resulting in a relatively narrow wheelbase. In general, the narrower the wheel base, the less stable the board and the more susceptible the board to flipping on its side, particularly during turning.

Accordingly, there remains a need in the art for an improved skateboard. Such a skateboard would be particularly well received if it offered the potential for improved stability and handling, and was capable of being steered with relative ease.

BRIEF DESCRIPTION OF THE DRAWINGS

For a detailed description of some of the preferred embodiments of the invention, reference will now be made to the accompanying drawings in which:

FIG. 1 is a top view of an embodiment of a skateboard constructed in accordance with the principles described herein;

FIG. 2 is a side view of the skateboard of FIG. 1;

FIG. 3 is an enlarged cross-sectional view of the front end of the skateboard of FIG. 1; and

FIG. 4 is an enlarged top cross-sectional view of the rear end of the skateboard of FIG. 1.

DETAILED DESCRIPTION OF SOME OF THE PREFERRED EMBODIMENTS

The following discussion is directed to various embodiments of the invention. Although one or more of these embodiments may be preferred, the embodiments disclosed should not be interpreted, or otherwise used, as limiting the scope of the disclosure, including the claims. In addition, one skilled in the art will understand that the following description has broad application, and the discussion of any embodiment is meant only to be exemplary of that embodiment, and not intended to intimate that the scope of the disclosure, including the claims, is limited to that embodiment.

Certain terms are used throughout the following descriptions and claims to refer to particular features or components. As one skilled in the art will appreciate, different persons may refer to the same feature or component by different names. This document does not intend to distinguish between components or features that differ in name but not function. The drawing figures are not necessarily to scale. Certain features and components herein may be shown exaggerated in scale or in somewhat schematic form and some details of conventional elements may not be shown in interest of clarity and conciseness.

In the following discussion and in the claims, the terms “including” and “comprising” are used in an open-ended fashion, and thus should be interpreted to mean “including, but not limited to . . . . ” In addition, the term “couple” or “couples” is intended to mean either an indirect or a direct connection. Thus, if a first device couples to a second device, that connection may be through a direct connection, or through an indirect connection via other devices and connections. As used herein the terms “axial” and “axially” refer to positions and movement measured parallel to a central axis, whereas the terms “radial” and “radially” refer to positions and movement measured perpendicular to a central axis.

Referring now to FIGS. 1 and 2, an embodiment of a skateboard 10 for personal transportation and/or recreational activity is shown. Skateboard 10 comprises a body 20, a pair of front wheels 30, a front coupling member 40, a pair of rear wheels 50, and a rear-coupling member 60. As will be explained in more detail below, front wheels 30 are coupled to body 20 with front coupling member 40, and rear wheels 50 are coupled to body 20 with rear-coupling member 60.

Body 20 is a generally elongate board that supports the user of skateboard 10 (i.e., one or both feet of the user are positioned on body 20). Body 20 has a longitudinal axis 25, a first or front end 20 a, and a second or rear end 20 b. In addition, body 20 includes an upper or top surface 23, a lower or bottom surface 24 opposite upper surface 23, and lateral sides or edges 22, extending between surfaces 23, 24. In this embodiment, top surface 23 includes a raised rib or protrusion 29 that extends perpendicularly to axis 25 across body 20 proximal rear end 20 b. Raised rib 29 preferably extends to a height between 0.125 inches and 0.5 inches measured perpendicularly from upper surface 23, and has a width between 0.125 inches and 0.375 inches measured perpendicularly to axis 25 in top view. Raised rib 29 provides tactile feedback to the user of skateboard 10 when the user's foot gets too close to rear wheels 50, thereby offering the potential to reduce the likelihood of the user inadvertently contacting rear wheels 50 with his/her foot. Top surface 23 may also comprise a textured surface such as ridges, waffle grids, sandpaper, or the like to enhance friction and grip between top surface 23 and the user's foot.

In this embodiment, each lateral side 22 includes a tapered portion 28 at front end 20 a, and a cutout 27 at rear end 20 b. Tapered portions 28 provide space for front wheels 30 to turn or pivot relative to board 20 such that front wheels 30 do not contact board 20 during turns. Cutouts 27 accommodate rear wheels 50 and provide space for rear wheels 50 to turn or pivot relative to board 20 such that rear wheels 50 do not contact the board during turns.

Referring still to FIGS. 1 and 2, body 20 has a length l_(b) measured between ends 20 a, b generally parallel to axis 25. For most applications of skateboard 10, length l_(b) is preferably between 14 inches and 22 inches. In this exemplary embodiment, length l_(b) is about 18 inches. In addition, body 20 has a width w_(b) measured between sides 22 generally perpendicular to axis 25. For most applications, width w_(b) is preferably between 5 inches and 7 inches. In this exemplary embodiment, width w_(b) is about 6 inches. Still further, body 20 has a thickness t_(b) measured between surfaces 23, 24. Thickness t_(b) is preferably between 0.125 inches and 1.5 inches. In this exemplary embodiment, thickness t_(b) is about 0.125 inches. During use, each end 20 a, b of body 20 is disposed at a height h_(b) measured perpendicularly from the ground 11 to lower surface 24 at each end 20 a, b. Height h_(b) may be adjusted by varying the diameter of wheels 30, 50, but is preferably between 3.5 inches and 4.5 inches.

As best seen in FIG. 2, in this embodiment, body 20 is slightly convex or bowed upward between ends 20 a, b. In other embodiments, the body (e.g., body 20) may be substantially flat or concave between its ends (e.g., ends 20 a, b). A convex body 20 offers the potential to provide a spring-type effect as it flexes under loads applied to upper surface 23. In addition, the convex body 20 increases the height of the middle portion of body 20 relative to the ground 11. By increasing the height of the portion of body 20 on which the user's feet will most likely be positioned, convex body 20 offers the potential to reduce the likelihood that the user's heel or toes will contact the ground when the user leans on one side of the board, resulting in rotation of body 20 about axis 25. When the convex geometry is used for body 20, the central portion of body 20 is preferably 0.375 inches to 0.75 inches higher than ends 20 a, 20 b relative to the ground 11 (i.e., measured perpendicularly from ground 11). In this embodiment, the central portion of body 20 is about 0.5 to 0.625 inches higher than ends 20 a, b.

In general, body 20 may comprise any suitable material including, without limitation, metals or metal alloys, polymers, composites, or combinations thereof. However, body 20 preferably comprises a relatively lightweight and durable material with sufficient strength to withstand the anticipated vertical loads. An example of such a material is polypropylene. In this embodiment, the material composition of body 20 and the convex geometry of body 20 are configured such that body 20 will flex about 1 to 1.25 inches under the weight of a 150 lb. to 17-lb. user.

Referring still to FIGS. 1 and 2, front wheels 30 rotate about an elongate, rigid front axle 34 having a central axis 35. Axle 34 has a length L_(f) measured between axle ends 34 a, 34 b. Axle length L_(f) is preferably between seven and nine inches. In this embodiment, axle length L_(f) is about eight inches. Axle retainers 37 restrict axial movement of axle 34 relative to front coupling member 40. As best shown in FIG. 1, length L_(f) of axle 34 is greater than width w_(b) of the body 20, thereby offering the potential for enhanced stability for skateboard 10 as compared to some conventional boards whose wheels are disposed within the perimeter of the board (i.e., whose wheels do not extend beyond the lateral sides of the board). Front axle 34 is disposed at a vertical distance or height h_(f) measured perpendicularly from the ground 11 to axis 35. In this embodiment, height h_(f) is greater than height h_(b). By positioning front wheels 30 above board 20 relative to ground 11, as opposed to below the board like most conventional skateboards, body 20 may be positioned closer to ground 11, thereby lowering the center of gravity of the user of skateboard 10 as compared to most conventional skateboards. Without being limited by this or any particular theory, a lower center of gravity for the user results in greater stability.

Both front wheels 30 have the same diameter D_(f). Diameter D_(f) is preferably greater than about 4 inches, more preferably between about 5 inches and about 7 inches. In this exemplary embodiment, front wheels 30 have a diameter D_(f) of about 6 inches. As compared to most conventional skateboards having wheels with a diameter between 1 inch and 3 inches, wheels 30 with larger diameter offer the potential for a more stable skateboard 10 that is less likely to abruptly stop when wheels 30 contact and attempt to roll over small objects such as stones. Wheels 30 preferably comprise a relatively soft, durable material such as rubber at their outer radius. Such materials offer the potential for a smoother ride for the user of skateboard 10. Wheels 30 preferably have a relatively large aspect ratio, where the aspect ratio is the ratio of the diameter D_(f) to the width of each wheel 30 measured parallel to axis 35. A relatively large aspect ratio offers the potential to reduce rolling resistance, while providing a smooth ride and the capability to roll over surface imperfections without wheels 30 jamming.

Referring now to the FIG. 3, front wheels 30 are coupled to body 20 by coupling member 40. Coupling 40 has a fixed end 40 a pivotally coupled to front end 20 a, and a free end 40 a distal body 20 that is free to rotate about an axis of rotation 45. Fixed end 40 b is pivotally connected to body 20 with an attachment member 42 that pivotally engages front end 20 a with a ball and socket assembly 47. Coupling member 40 also includes an inner rotation-facilitating member 43 proximal fixed end 40 a and an outer rotation facilitating member 44 proximal free end 40. Members 43, 44 allow coupling member 40 to rotate about axis 45 relative to body 20. In this embodiment, members 43, 44 comprise rotatable ball bearing joints. In certain instances, members 43, 44 may further contact bearing races 48, 49.

Coupling member 40 rotates about the axis 45 such that front wheels 30 remain contacted with ground 11 when body 20 rotates about the board axis 25. When a force is exerted on one side 22 of body 20, that side is permitted to move toward ground 11 as body 20 rotates about its axis 25. As side 22 rotates towards the ground, front axle 34, and hence front wheels 30, pivot about ball and socket assembly 47, thereby turning front wheels 30 relative to body 20 and axis 25. In particular, wheels 30 pivot or turn towards the lowed side or edge 22 of body 20. Thus, for example, to execute a right hand turn, a downward force (e.g., the user's weight) is exerted on right edge 22, thereby rotating right edge 22 downward about axis 25, resulting in front wheels 30 pivoting about assembly 47 toward the right. In some embodiments, one or more torsional springs or other device may be included in front coupling member 40 to provide some level of resistance to the free rotation of coupling member 40 about axis 25.

As compared to some conventional boards that require significant downward force to compress a bushing in a truck, embodiments of front coupling member 40 offer the potential for turning and steering of skateboard 10 with less exertion of downward force, or load. Consequently, embodiments of skateboard 10 may be turned with exertion of force by a single foot of the user, thereby enabling turning and propulsion of the skateboard simultaneously.

Referring still to the side partial cross-sectional view of FIG. 3, axis 45 forms an angle θ_(f) with longitudinal body axis 25. Angle θ_(f) is preferably between 0° and 90°, and more preferably between 30° and 60°. In this embodiment, angle θ_(f) is about 45° when unloaded. By varying angle θ_(f), the steering ratio of front wheels 30, and hence the type of ride experienced by the user, may be altered. In particular, when the user of skateboard 10 exerts a force on one side 22 of body 20, and that particular side 22 moves downward toward the ground 11 and rotates about longitudinal axis 25, front wheels 30 will pivot about ball-and-socket 47, thereby changing the angle between axis 35 and longitudinal axis 25. The ratio of the change in the angle of body 20 relative to the ground 11 when body 20 is rotated about longitudinal axis 25 to the change in the pivot angle off the wheel axis (e.g., axis 35) to longitudinal axis 25 may be referred to herein as the “steering ratio”. In general, an increase in the steering ratio makes for a more mild, controlled ride since a relatively large change in the angle of body 20 relative to axis 25 results in a relatively small change in pivot angle of the wheel axle relative to axis 25. On the other hand, a decrease in the steering ratio makes for a more radical ride since a relatively small change in the angle of body 20 relative to axis 25 results in a relatively large change in pivot angle of the wheel axle relative to axis 25.

Without being limited by this or any particular theory, based on the configuration and dynamics of coupling member 40, when angle θ_(f) is about 45°, the steering ratio of front wheels 30 is about 1:1. In other words, for every one degree of rotation of board 20 about its axis 25, front axle 35 and front wheels 30 pivot about one degree relative to axis 25. When angle θ_(f) is increased above 45°, the steering ratio increases above 1:1, but when angle θ_(f) is decreased below 45°, the steering ratio decreases below 1:1.

Without being limited by this or any particular theory, as convex body 20 flexes or deflects under the weight of the user, angle θ_(f) slightly increases, thereby increasing the steering ratio of front wheels 30. Thus, the greater the weight of the user, the more body 20 flexes, and the greater the increase in the steering ratio of front wheels 30. Increasing the steering ratio of front wheels 30 reduces the angle through which body 20 must rotate about axis 25 in order to achieve a particular front wheel 30 pivot angle. This may be particularly advantageous to heavier users who likely have larger feet; reduced rotation of body 20 about axis 25 to achieve the desired pivot of front wheels 30 offers the potential to reduce the likelihood of the users heel or toes contacting the ground 11 while turning.

Referring still to FIG. 3, in this embodiment, angle θ_(f) maybe adjusted. In particular, coupling member 40 includes an adjustment member 46 that allows for the controlled adjustment of angle θ_(f). In this embodiment, adjustment member 46 comprises a pair of interfacing wedged discs 46 a, 46 b. Interface disks 46 a, 46 b are wedge-shaped in cross section, and are disposed about attachment member 42. The location of the thick portions of discs 46 a, 46 b relative to each other determines the angle θ_(f). In particular, discs 46 a, 46 b may be described as having a first orientation with their thick portions aligned at the uppermost side of coupling member 40 (relative to ground 11) resulting in a minimum angle θ_(f). As disks 46 a, 46 b are counter rotated equally relative to axis 45, angle θ_(f) increases continuously until the thick portions of discs 46 a, 46 b are aligned at the lowermost side of coupling member 40 (relative to ground 11) resulting in a maximum angle θ_(f). The orientation of discs 46 a, 46 b with their thick portions aligned at the lowermost side of coupling member 40 may be herein as a second orientation of discs 46 a, 46 b. To achieve intermediate angles θ_(f) between the first orientation (maximum angle θ_(f)) and the second orientation (minimum angle θ_(f)), disks 46 a, 46 b are preferably counter rotated equally from either the first or second orientation such that their thick portions are equally angularly spaced relative to the first or second orientation. Otherwise, discs 46 a, 46 b may undesirably incorporate a baseline pivot angle in coupling member 40 and front wheels 30 relative to board axis 25.

Discs 46 a, 46 b may be axially spaced apart sufficiently to be rotated relative to each other and relative to body 20 to achieve the desired angle θ_(f) by loosening or decoupling releasable attachment member 42 from body 20. Once discs 46 a, 46 b are aligned as desired, attachment member 42 may be re-coupled to body 20 and tightened to sufficiently hold discs 46 a, 46 b in place so that the desired angle θ_(f) is maintained during use of skateboard 10. Wedged discs 46 a, 46 b are preferably rigid to maintain the desired angle θ_(f). Moreover, the interfacing surfaces of discs 46 a, 46 b preferably comprise material(s) with a relatively high coefficient of friction or mating engagement mechanism (e.g., mating notches and recesses) that restrict the rotation of discs 46 a, 46 b relative to each other once aligned as desired and compressed into each other via attachment member 42.

As shown in FIG. 3, disc 46 a is positioned with its thickest portion at the uppermost side of coupling member 40 and disc 46 b is positioned with its thickest portion at the lowermost side of coupling member 40 (i.e., the thick portions of discs 46 a, 46 b are spaced 180° apart) resulting in an intermediate angle θ_(f) about midway between maximum θ_(f) and minimum θ_(f).

Referring again to FIGS. 1 and 2, rear wheels 50 are substantially the same as front wheels 30. Namely, rear wheels 50 rotate about a rigid rear axle 54 having a central axis 55. Axle 54 has a length L_(r) measured between axle ends 54 a, 54 b. Axle length L_(r) is preferably between five and seven inches. In this embodiment, axle length L_(r) is about six inches. Axle retainers 57 restrict axial movement of axle 54 relative to rear coupling member 60. However, unlike front axle 34, the length L_(r) of rear axle 54 is less than width w_(b) of body 20. Consequently, length L_(r) of rear axle 54 is less than length L_(f) of front axle 34. The shorter rear axle 54 offers the potential to reduce the likelihood of the user inadvertently contacting or hitting one of the rear wheels 50 as he/she pushes against the ground proximal rear wheels 50.

Rear axle 54 is disposed at a vertical distance or height h_(r) measured perpendicularly from the ground 11 to axis 55. In this embodiment, rear-axle height h_(r) is substantially the same as front-axle height h_(f). Similar to front wheels 30, wheels 50 are disposed such that rear axle height h_(r) is greater than the body height h_(b), thereby allowing body 20 to be positioned closer to the ground and lowering the center of gravity of the user of skateboard 10 as compared to most conventional skateboards. Both rear wheels 50 have the same diameter D_(r). Rear wheels 50 are preferably sized similar to front wheels 30 previously described.

Referring still to FIGS. 1 and 2, rear wheels 50 are coupled to body 20 by rear coupling member 60. Rear coupling member 60 is substantially the same as front coupling member 40. In particular, rear coupling member 60 has a fixed end 60 a pivotally coupled to rear end 60 a, and a free end 60 b distal body 20 that is free to rotate about an axis of rotation 65. Fixed end 60 a is pivotally connected to body 20 with an attachment member 62 that pivotally engages rear end 20 b with a ball-and-socket assembly. Coupling member 60 also includes an inner rotation-facilitating member 63 proximal fixed end 60 a and an outer rotation facilitating member 64 proximal free end 60 b. Thus, coupling member 60 is free to rotate about axis 65 relative to body 20.

Coupling member 60 rotates about axis 65 such that the rear wheels 50 remain contacted with the ground when body 20 is rotated about body axis 25. When a force is exerted on one side 22 of body 20, that side is permitted to move toward ground 11 as body 20 rotates about its axis 25. As that side 22 rotates towards the ground, rear axle 54, and hence rear wheels 50, pivot about the rear ball-and-socket assembly 67, thereby turning rear wheels 50 relative to body 20 about axis 65. In particular, wheels 50 pivot or turn away from lowed side or edge 22 of body 20, and work in conjunction with front wheels 30 to steer board 10. Alternatively, rear wheels 50 turn in opposite direction of front wheels 30 to steer board 10.

Referring now to FIGS. 2 and 4, axis 65 of rear coupling member 60 forms and angle θ_(r) with longitudinal body axis 25. Angle θ_(r) is preferably between 0° and 90°, and more preferably between 30° and 60°. In this embodiment, angle θ_(r) is about 45° when unloaded. Similar to angle θ_(f) previously described, by varying angle θ_(r), the steering ratio of rear wheels 50, and hence the type of ride experienced by the user, may be altered. In this embodiment, angle θ_(r) maybe adjusted by varying the orientation of a pair of mating wedged discs 66 a, 66 b similar to discs 46 a, 46 b previously described with reference to FIG. 3. In this embodiment, angle θ_(f) and angle θ_(r) are substantially the same, however, in other embodiments, angle θ_(f) and angle θ_(r) may be different.

As with angle θ_(f) previously described, as convex body 20 flexes or deflects under the weight of the user, angle θ_(r) slightly increases, thereby increasing the steering ratio of rear wheels 50. Thus, the greater the weight of the user, the more body 20 flexes, and the greater the increase in the steering ratio of rear wheels 50. Increasing the steering ratio of rear wheels 50 reduces the angle through which body 20 must rotate about axis 25 in order to achieve a particular rear wheel 50 pivot angle. This may be particularly advantageous to heavier users who likely have larger feet; reduced rotation of body 20 about axis 25 to achieve the desired pivot of rear wheels 50 offers the potential to reduce the likelihood of the users heel or toes contacting the ground 11 while turning.

Discs 66 a, 66 b may be axially spaced apart sufficiently to be rotated relative to each other and relative to body 20 to achieve the desired angle θ_(f) by loosening or decoupling releasable attachment member 62 from body 20. Once discs 66 a, 66 b are aligned as desired, attachment member 62 may be re-coupled to body 20 and tightened to sufficiently hold discs 66 a, 66 b in place so that the desired angle θ_(r) is maintained during use of skateboard 10. Wedged discs 66 a, 66 b are preferably rigid to sufficiently maintain the desired angle θ_(f). Moreover, the interfacing surfaces of discs 66 a, 66 b preferably comprise a high friction material or mating engagement mechanism (e.g., mating notches and recesses) that restrict the rotation of discs 66 a, 66 b relative to each other once aligned as desired and compressed into each other via attachment member 62.

In the manner previously described, the positioning of front wheels 30 and rear wheels 30 at the ends 20 a, 20 b, respectively, body 20 may be positioned such that height h_(b) is less than axle heights h_(f), h_(r). The result is a lowered of body 20 of the skateboard 10, including a lower center of gravity while employing larger wheels which provide better ride, handling and stability. In conventional skateboards, the wheels are disposed directly under the skateboard deck, thus, larger wheels increase the height of the deck relative to the ground and thereby increase center of gravity and reducing the stability of the board.

In some embodiments, the skateboard (e.g., skateboard 10) may also include a brake or braking means to controllably reduce the speed of the skateboard. For example, a collapsible fender may be positioned at least partially about one of the rear wheels (e.g., rear wheels 50). By pushing down on such a brake, it engages the rear wheel about which it is disposed to generate a frictional braking force. The inner surface of the collapsible brake may also comprise an inner wheel that rotationally engages the rear wheel of the skateboard for frictional braking.

While preferred embodiments have been shown and described, modifications thereof can be made by one skilled in the art without departing from the scope or teachings herein. The embodiments described herein are exemplary only and are not limiting. Many variations and modifications of the system and apparatus are possible and are within the scope of the invention. For example, the relative dimensions of various parts, the materials from which the various parts are made, and other parameters can be varied. Accordingly, the scope of protection is not limited to the embodiments described herein, but is only limited by the claims that follow, the scope of which shall include all equivalents of the subject matter of the claims. 

1. A skateboard comprising: an elongate body extending along a longitudinal axis between a front end and a rear end, the front end and the rear end each being positioned at a height h_(b) measured perpendicularly from the ground; a front coupling member pivotally coupled to the front end of the body, the front coupling member having a central axis of rotation and adapted to rotate relative to the board; at least one front wheel rotatably coupled to the front coupling member with a front axle, the at least one front wheel having an axis of rotation disposed at a height h_(f) above the ground, wherein height h_(f) is greater than height h_(b); a rear coupling member pivotally coupled to the rear end of the body, the rear coupling member having a central axis of rotation and adapted to rotate relative to the board; and at least one rear wheel rotatably coupled to rear coupling member with a rear axle, the at least one rear wheel having an axis of rotation disposed at a height h_(r) above the ground, wherein height h_(r) is greater than height h_(b).
 2. The skateboard of claim 1 wherein the front end is tapered to permit clearance for the at least one front wheel.
 3. The skateboard of claim 1 wherein the rear end of the body comprises a cutout for each of the at least one rear wheel.
 4. The skateboard of claim 1 wherein at least one front wheel and the at least one rear wheel have a diameter of at least 4 inches.
 5. The skateboard of claim 1 wherein the front axle has a length L_(f) measured between its ends and the rear axle has a length L_(r) measured between its ends, wherein length L_(f) is greater than length L_(r).
 6. The skateboard of claim 1 wherein the central axis of rotation of the front coupling member is oriented at an angle θ_(f) relative to the longitudinal axis of the board in side view and wherein the central axis of rotation of the rear coupling member is oriented at an angle θ_(r) relative to the longitudinal axis of the board in side view,
 7. The skateboard of claim 6 wherein angle θ_(f) comprises an angle between 0° and 90°.
 8. The skateboard of claim 7 further comprising means for adjusting angle θ_(f).
 9. The skateboard of claim 8 wherein angle θ_(r) comprises an angle between 0° and 90°.
 10. The skateboard of claim 9 further comprising means for adjusting angle θ_(r).
 11. The skateboard of claim 1 wherein the elongate body comprises a convex shape in side view.
 12. A skateboard comprising: an elongate body extending along a longitudinal axis between a front end and a rear end, the front end and the rear end each being positioned at a height h_(b) measured perpendicularly from the ground; a front-coupling member, rotatably supporting at least one front wheel, pivotally coupled to the front end of the body, wherein the front coupling member rotates about a front central axis to pivot the front wheel; and a rear-coupling member, rotatably supporting at least one rear wheel, pivotally coupled to the rear end of the body, wherein the rear coupling member rotates about a rear central axis to pivot the rear wheel.
 13. The skateboard of claim 12 wherein the front coupling member comprises a means for adjusting an angle θ_(f) between the front central axis and the board axis.
 14. The skateboard of claim 13 wherein the rear coupling member comprises a means for adjusting an angle θ_(r) between the rear central axis and the board axis.
 15. The skateboard of claim 13 wherein the means for adjusting the angle θ_(f) comprises at least one pair of wedged discs that are counter-rotated relative to each other about the front central axis.
 16. The skateboard of claim 12 wherein the elongate body comprises a convex shape in side view.
 17. The skateboard of claim 12 wherein the front coupling member is connected to the elongate body by a ball and socket means oriented along front central axis of rotation.
 18. The skateboard of claim 12 wherein the rear coupling member is connected to the elongate body by a ball and socket means oriented along rear central axis rotation.
 19. A method of altering the handling of a skateboard comprising: providing the skateboard comprising: an elongate body extending along a longitudinal axis between a front end and a rear end; a pair of front wheels coupled to the front end with a front coupling member, wherein the front coupling member has a central axis of rotation about which the front coupling member rotates relative to the body; a pair of rear wheels coupled to the rear end with a rear coupling member, wherein the rear coupling member has a central axis of rotation about which the rear coupling member rotates relative to the body; wherein the central axis of rotation of the front coupling member is oriented at an angle θ_(f) relative to the longitudinal axis of the body, and the central axis of rotation of the rear coupling member is oriented at an angle θ_(r) relative to the longitudinal axis of the body; wherein θ_(f) and θ_(r) are each between 0° and 90°; adjusting the angle θ_(f); adjusting the angle θ_(r).
 20. The method of claim 19 wherein the front coupling member comprises a pair of front wedged discs disposed about the central axis of rotation of the front coupling member, and the rear coupling member comprises a pair of rear wedged discs disposed about the central axis of rotation of the rear coupling member.
 21. The method of claim 20 wherein adjusting the angle θ_(f) comprises counter-rotating the pair of front wedged discs relative to the central axis of rotation of the front coupling member, and adjusting the angle θ_(r) comprises counter-rotating the pair of rear wedged discs relative to the central axis of rotation of the rear coupling member. 